Carbureting device.



H. M. REICHENBACH.

CARBURETING DEVICE.

APPLICAIION FILED SEPT-18,1914- Patented July 20, 1915.

3 SHEETS-SHEET 1.

'H. M. REICHENBACH.

CARBURETING DEVICE.

APPLICMION FILED sen. l8. 1914.

1,147,644. Patented July 20, 1915.

. 3 SHEETS-SHEE.T 2.

H. M. REICHENBACH.

CARBURETING DEVICE. APPLICATION FILED SEPT-18,1914.

1,147,644. Patented July 20,1915,

. 3' SHEETS-SHEET 3.

CARBURETENG ICE.

Specification of fLetters Patent.

Patented can so, rare,

Application filed September 18, 1914. Serial No. 862,343.

To all whom it may concern:

Be it known that I, HENRY M. RnIcHn-N- anon, a citizen of the UnitedStates, residing at Rochester, in the county of Monroe and State of NewYork, have invented certain new and useful Improvements in CarburetingDevices; and I do hereby declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same.

My invention relates. to carbureting devices for use in connection withinternal combustion engines, and particularly to atomizing devicesarranged in an atomizer conduit so as to be in responsive relation tothe draft of the intake.

In general my apparatus is an improvement over that shown in my formerapplication, Serial No. 771,567, filedJune 3, 1913,

for carburetors.

in the device shown in the application referred to, I have shown myatomizer arranged so asto deliver fuel to an automizing draft inresponse to the suction pull of the engine. I, in the present case,improve the apparatus disclosed in my prior application referred to byarranging near the primary atomizer and in the same atomizer conduit,that is, in substantially its vicinity of operation, a secondaryatomizer, connected to drip pockets arranged in the conduit channel orin connection with the conduit.

It is well known that in using fuel in an internal combustion engine,the fuel is sometimes not all volatilized or burned, and is burnedsubsequent to explosion, within the cylinder, or is burned in the flameof exhaust gases, or is not burned at all, and is discharged with theexhaust gases. Any of these constitutes a waste with. loss of power anddiminished efliciency in the engine. if the. burning is not complete,de-

posit of carbon is likely to occur over the interior of the cylinder orpassages. Moreover, the discharged gases may be impregnated with evilsmelling and injurious admixtures. The portions so remaining unburnedare in the form of guttules or drops larger than the mist-like spray ornebula of ungas'ified hydrocarbons which is usually.

found in the charge of an internal comhustion engine. These guttilles ordrops are,

for the most part, composed of hydrocarbons heavier, and less easilyvolatilized than the less refractory constituents of the oil. They,

therefore, do not .nebulize-as readily as the lighter hydrocarbons, andare apt to occur as comparatively large drops in the cylinder charge orto be spread over the interior of the cylinders or passages.

I aim in the present application, to collect these more resistanthydrocarbons into one channel and to discharge them through an atomizer,2'. 6. through a secondary atomizer arranged in the atomizerv conduit inclose proximity to the locus of action of the primary atomizer, andtherefore as near as possible'to the pointof highest velocity of theintake current and before it expands into the larger passage engine-wardof the atomizer. There is, possiblyfalso some lifting eflect due tosuction.

In the drawing: Figure l is a side view largely in section, showing thearrangement of my invention in connection with the intake or receivingchamber of an engine. Fig. 2 is a side view, in section, oi the atomizerchannel. Fig. 3 is a top view in section of the same. Fig. l shows asection crosswise of the conduit, of the form of atomizer which I preferto use. Fig. is a top view of the sleeve arranged to control theopenings in the primary atomizer. Fig. 6 is a view of the jets as shownin Fig. 8, looking downward from the top. Fig. 7 is a View of thedischarge into the engine intake chamber; and Fig. 8 is a view, on areduced scale, of a somewhat modified form.

1 represents the throttle valve, 2 the rectangular atomizer channel, 3the fuel tank, 4 the pipe leading from the fuel tank to the primaryatomizer, 5 the fuel channel for such atomizer, 6 the atomizer pipes, 7the shieldscontrolling the extent of opening of such pipes, 8 theopenings or slots in said pipes, shown in Fig. 4: as fully closed by theshields 7, 9 the deflecting plates controlling the width of the crosssection of the blast, 10 a cam provided with a difierential curvecontrolling the play ot-the caps in response to the play of the valvesorgates 9 by mechanism 10, not necessary here to discuss in detail.Directly in front of,fthat is engin e "Ward of such primary atomizer, Iarrange a secondary atomizer 11, with the slots 12 as shown, n fixedposition, and as near as practicable to the working plane of the primaryatomizer. This is connected by the pipe 13 to the lower part of uprightfilter 17 The vintakeconduit 15, is'clainped at-16 to the atomizerconduit hut out of line with it. as

shown in Fig. 3. The pipe 16 terminates in a flared end 18. It issurrounded by the drum 19, andthis drum is closed at the top and bottomby the partitions or heads 2O and 21. These heads are pierced, and tubes22 form open communications between them. The interior of the drum maybe heated, and the fuel and air arising may 'be heated by fluids of anykind introduced at 23 and al lowed to leave at valve 24. The drum isprovided with an inclined bottom 25, a pipe 26 leading to the upper partof a filter 17. As the filter becomes filled, the hydrostatic pressurewill raise the collected drip to the level of the slotted openings inthe secondary atomizer. Engine suction may possibly aid this somewhattoo. Any drip from the flared mouth 18 is caught on the upper plate 20and brought to the filter. Above this flared mouth I arrange a top whichextends into and merges with a tube 27 bent to ninety degrees. On thehorizontal portion of this tube I arrange a bead or drip collectingannular chamber 28, which,by means of a pipe 29, communicates with thehead of the drum. Protruding into this annular chamber or bead is astraight pipe 30, the other end 31 of which protrudes into the intake 32of the engine. .The said intake is provided with an inclined bottomwhich, by means of a pipe 33, communicates with pipe 29 and with thehead of the drum. By these constructions, I am able to form severalpockets in the conduit in which drops condensed out of the fuel currentmay be permitted to gather and collect finally into the filter 17. Theconnection between the atomizer conduit and the intake conduit is, as Ihave shown in Fig. 3, not in line, so that a current of air and gascoming from the square atomizer conduit into the round intake conduit isgiven a swirling or gyratory motion. This motion of the current servestwo purposes, one is to pick up and carry along with it any drops whichmight have a tendency to adhere to the walls of the channel; another isthat the drops so carried along may be more readily collected at thepoints of collection that I have indicated. This gyratory motion servesto spread any fuel not atomized and not ga sified, over the heatedsurface,,in a spiral path, allowing it a longer time in its ascent,thereby increasing the heating and exposure to the air currents forevaporation. It also provides an. easier lift (under less velocityupward) in this heating tube.

It will be noted by reference to Fig. 7, that thestraight pipe 31discharges from the bent pipe 27 tangentially into the more or lesscircular intake chamber. This tangential discharge continues thegyratory flow of the gas and air currents, and also tends to keep cleanthe wallsof the intake from any precipitated drip. It also allows anydrip airma l that may form to collect upon the inclined bottom of saidchamber.

Gyratory motion in the motor intake chamber serves also to keep up acircular movement, and this prevents precipitation of entrained fuelduring the interval of valve closure. It may be noted that materialmechanically suspended in a moving medium tends to precipitate if themovement ceases; the size of the particles which may be suspended beingin proportion to the velocity and density of the current of the medium.

It may be here stated that I regard as the intake conduit, all of the(inclosed) passages between the fuel emission jets and the intake valvesof the engine, and that I regard as the intake, the current of air andfuel flowing to the engine cylinders or intake valves.

I have shown in Fig. 8 a modification which may in some instances bepreferred. In this modified form I collect in the bottom 25, any liquidtrickling from above and lead it to the filter 17, through pipe 26, andthence by pipe 13 to the secondary atomizer 11' by gravity. ,The lowerend of the atomizer is closed, as shown, so that all escape of collectedfluid is sidewise through the slots 12, to the blast. In this form itwill be noted the collected drip is leddownward throughout its course.

The secondary atomizer arranged as I have shown it, with its-slots 12directly across the path of the current'of air, gives up its fuel indirect accordance withthe force of the blast, modified by thetemperature and consistency of the fuel. The primary atomizer will takecare of any irregularities caused by the secondary atomizer. Byarranging my secondary atomizer in this close proximity to the primaryatomizer I am able to effect a complete admixture and commingling of theheavier oils delivered to the said secondary atomizer with the fuelcurrent.

Having thus described my invention, what I claim as new and desire tosecure by Letters Patent is: p

1. In a-device for conducting mixed air and fuel to the intake of anexplosion engine, the combination with the fuel discharge pipe of anatomizer, of a second fuel discharge pipe associated with said atom izerof the discharge of said atomizer pipe, fuel condensed or precipitatedfromthe charge.

2. In'combination, a primary atomizer for liquid fuel, a conduit inwhich said atomizer is located, an intake conduit connected to andcontinuing said atomizer conduit to the engine intake conduit, dripcollecting places arranged in connection with said intake conduit, apipe connection between said devices and the vicinity of the atomizer,and an pipe and arranged to conduct to the vicinity atomizer at the endof said pipe adapted to discharge said collected drip in an atomizedcondition near said primary atomizer.

3. In combination, an atomizer conduit, a primary atomizer arranged insaid conduit, in responsive relation to the engine suction, and incommunication with the fuel tank, a secondary atomizer, an intakeconduit, drip catching pockets in connection with such intake conduit,means conducting drip so caught from said pockets to said secondaryatomizer, said secondary atomizer being also arranged in responsiverelation to the engine suction.

4. In combination, an atomizer conduit, a primary atomizer therein,means controlling discharge of fuel from said atomizer in response tothe suction of the engine, an intake conduit, a secondary atomizer,arranged to discharge drip fuel collected from the intake conduit, saidsecondary atomizer being arranged in direct responsive relation to'suetion pressure.

5. In combination, an atomizer conduit, a primary atomizer therein,means in said conduit arranged to control in response to engine suctionthe effective width of the channel, and at the same time control fueldischarge in proportion to said Width, an in: take conduit connected tosaid atomizer conduit, drip collectors in said conduits, a secondaryatomizer arranged in said atomizer conduit in close proximity to theprimaryatomizer and connected to the drip collect ing pockets, saidsecondary atomizer being located in the vicinity of the primaryatomizer.

6. In combination, an atomizer conduit, a primary atomizer therein,means controlling discharge of fuel from said primary atomizer, inresponse to the suction ofthe engine, an intake conduit, a temperaturechanging drum arranged in relation to said conduit, drip tubes passingaway from said drums away from the engine, means for changing thetemperature of the drip passing through said tubes, a secondary atomizerarranged to discharge drip fuel collected from the intake conduit, saidsecondary atomizer being arranged close to the primary atomizer.

In testimony whereof, I aflix my signature, in presence of twoWitnesses.

HENRY M. REICHENBACH.

Witnesses: E. A. WALLING,

JNO. J. HAY.

